Internal-combustion engine.



J. W. TYGARD. INTERNAL COMBUSTON ENGNE. APPLICATION FILED 5m28.190s,

1,123,039. Patented De.29,1914.

4 SHEETS-SHEET 1` Hill Il! 5 ,I

J. W. TYGARD.

INTERNAL COMBUSTION BNGNE.

APPLIGA'MON umn JAN. es. 100s.

l, 23,039. Patented Dec. 29. 1914.

4 SHBETSASHEET 2,

fr/1 11rd i lenors@ (I J. W. TYGARD. INTERNAL CGMBUSTION ENGINE. APPLICATION FILED JAN. 28. 1908.

Patented Dec. 29, 19144 4 SHEETSSHEET 3 www@ I. W. TYGARD. INTERNAL @mams-'MON mmm:

Pawnm Dec,

APPLXUAIN FILED )MQ 1L 1,123,039.

Y@ LA UNTTED STATES PATENT OFFICE.-

JAMS WALLACE TYGARD, OF NEXV YOK, N. Y., ASSIG'NOR TO THE T'YGARD ENGINE,

A CORPORATION OF NEW JERSEY.

Specification of Letters latent.

Patented Dec. 29, 1914.

Application filed January 28, 1903. Serial Ne. 140,903.

.TQIZ fur/loinv it may concern: v BeV-lit/kno'wn that '1, J AMES WALLACE TY- GAicn, a 'citizen of the United States of America,i"esiding in NewYork, in the county of N ew York and State of New York, have infzve'f'ted a new4 `and useful Internal-Combus- :tio' lEngine, of which the following is a lrspe-cl l' accompanying drawings, iii-which- F "enl is a side elevation ofan engine ded vvvitha` preferred embodiment of provenients; Fig. .2 is a. diagram of y'clic actionduring two revolutions of :otofr shaft; Fig. 3 is'a detail longitu- V al sectional View taken through the center l,ot 'the piston and the containedl valve; 'FigZA is a side viewl of the lsame somewhat YnOdiied; Fig. 5 is a sectional viewsimilar to 3 showing anotherAform of the valve '4"s`t1uctui'e; Fig.'6 isa plan of a flanged cylin- Vdefi-and Connected pitmanyokc, especially adapted for use on motorvehicles; Fig. 7 *is central longitudina-lisection of a torni of piston especially adafited for use in nio-v ?5 torvehicles; Fig. 8 is a diagram of the cyclic action occurring when the engine is being 'rei-fersed; Fig.v 9 is a side view of the "piston shown in Fig. 7; Fig. 10 is a detail of the reversing lever; Fig. l1 is an end 'i0 plan ofltljie'sanie; Fig. 13 is a vertical trans- ,verse sectional view' taken at the center ot Vthe cylinder in Fig. 1i! on an enlarged scale and slightly modified; Fig. 14 is a central longitudinal sectional` view of the saine; Fig. 15 is' a View similar to Fig. 3 `showing a inodilicati'and Fig. lli is a view similar gto1A Fil 11C-i showing another modification.

intention ha'sfor its objects greatly to'sim'plify the `number and weight of the parts, "a.'nd to allow double the number of impulses pr work-strokes to' be obtained during the same number of shaft revolutions, as compared with what it was possible to secure'i'n Ean engine of similar weight with the single acting piston and multiple valves in common use with the'Otto-cycle engine; to

leation, reference being. had to the' view oflthe'engine, reduced; Fig. 12 is ak The invention has other objects in view, which will be set forth hereinafter. n

Referring to the drawings by letters, A designates a double acting piston supported lrigidly within a cylindrical frame C mount-- ed upon a bed-plate l). This piston isse cured 1n place by a pair of lugs B which are formed integral with the piston and project v from its sides at diametrically opposite points and enter openings in the-frame C. 'Inelosing this piston and working back and foi-th upoxrit and upon suitable slides yin the engine frame is a cylinder E closed at both ends and provided with longitudinal slots (l through which pass the stationaryl lugs B connecting the pistonfand the engine frame. This cylinder is shown in Fig. 6 as formed of two parts bolted together. A suitable yoke-pitman H connectslthe moving `cylinder with the crank-shaft Iv carrying the fly-wheel Jef the cylinder. This yoke pitman is pivotally connected` to lugs H projecting in opposite directions from the cylinder and Ywhose outer ends work in slots IIL' formed in the ends of the frame C. .A j

tubular valve L2 (Fig. 5) preferablyfconical l in shape, is mounted to rotate in a.l transverse similarly shaped passage K extending through the supporting lugs B and the-piston. by suitable gearing M driven ,from the shaft of the motor, at a speedv'of one-half the This valve is adapted tobe rotated lindrical valve L is mountedin a cylinder Y having a flange B2 for fastening it in place on` the engine, and provided with ports (l and O5 within the flange, one of Whicheommunicates with the port N in the valve. The arrows show the path of the gases when the port N* and receiving port C)5 register. The Vexhaust port in the valve communieating with the exhaust port O* does not show' in the drawing, because it is at the opposite side of the cylinder at this time.

. properly mingled with air to support combustion, is introduced into the intake or charge inlet vend as shown, e., the lower end, and by means of ports N and O is successively and alternately introduced into the spaces between the piston faces and cylinder ends when the engine is making its suction stroke. The middle of the valve contains a suitable cavity P, formed by partitions M11 and M22. A second port Nz registering with the corresponding ports O2 in the piston faces, allows the combustible mixture to flow into this cavity P at the end of the compression stroke of the engine, thereby igniting the charge. A third port 5 Na in the valve communicates With the outlet end of the valve beyond the partion M1 and by suitable corresponding ports O3 and O3 in the piston faces opens communication with the atmosphere during the exhaust stroke. All ports remain closed during the usual type.

working stroke.

'It will be seen that the action in each end of the cylinder is the same as in the Ottocycle internal combustion engine of the The inlet ports in the revolving valye successively deliver in both ends of the cylinder a combustible charge, which, at the proper time, is ignited first in one and then inthe opposite end of the cylin- 40 der, as theiport N2 in the valve comes in communication with the'` compressed charged in the end of the cylinder. This allows part of said compressed charge to flow into the igniting chamber I and become ignited, .to be afterward expelled through the exhaust passage by the revolution' of the valve. Any suitable igniter may be used, as is evident. In Fig. 5 I show a hot tube igniter R22,^and in Fig. 3 a jumpspark device Q extending up-through the partition M22.

In small engines such as are commonly used to propel motor vehicles, in which it is -desirable to reverse the motor without the use of cog or friction gears, while the motor r justed readily while the engine is moving d by means of the reversing handle S. In

this case the sleeve contains the partitions M11 and MZ2 inclosing a chamber P. The ports in this sleeve are so placed as to register with the valve ports when the engine is moving in either direction. Eudwise movement of the sleeve in one direction brings the forward set of ports in register with those in the valve, being timed to give forward crank movement. Reverse movement endwise of the sleeve, when the engine is nearing the end of a compression stroke, as shown in the cycle diagram in Fig. 8, closes all ports thereby imprisoning the combustible mixture which occupies both ends of the cylinder, one end under high pres sure and the opposite end being filled with the mixture at atmospheric pressure. As the imprisoned compressed charge is not yet fired, its pressure compresses the charge filling the other end of the cylinder as the former moves to a point of equalized pressure and rest shown in the second diagram in Fig. 8, thus stopping the engine otf the crank center. Further endwise movement of the sleeve Z causes the other set of ports to register with those in the valve. The4 electric spark in the cavity P occurs at this time, thereby igniting the partially com' pressed charge 'in the reverse end of the cylinder, reversing its movement, and recompressing the charge in the opposite end until at the end of the stroke 4the next ignition is effected. The accelerated impulse*V immediately follows the half stroke initial. one, and the cyclic action of suction, compression, expansion and exhaust are then resumed, with the engine -shaft moving in an opposite or reverse direction. It is obvious that the reversing sleeve may be so ported that its partial rotation instead of reciprocation within the bore of the valve 4will at one point close all ports and at the other points bring either the forward or backward set of ports into register with those 'in the valve., if desired. This is shown in I* ig. l5.

Small sizes of engines may be kept cool by radiation from suitable flanges R upon the surface of t-he cylinder, as shown in Fig. 6, the movement assisting the `cooling p"oc` ess. The larger sizes of engines may be constructed to permit circulation of 'the water in a jacket placed around the outside of the cylinder in the usual manner, suitable lexible connections being employed to convey the cooling water to and from the moving cylinder. The preferable construction ot the piston in such cases is shown in Figs. 7 and 9, the cooling water spaces around the valve boing shown at 'l and the openings 'for introdiu'ing the water through the lug l being shown at T. z

My invention may also be applied to engines built with stationary cylinders aiid moving pistons, in 'which case the yoke pitman H may be connected direct to thc lug B in which leoni` the valve may be rotated by suitable sprockets and chain belts or swivel or universal jointed shafts to permit movement of the piston. Th'e l-,lzhaustvvvill also be conducted away through suitable tlexible couplings. This is shown in Fig. 16. The ignition device may be the usual jump-spark with stationary electrodes, thc break being made by suitable mechanism outside the cylinder, the variable point rotary wipe-sparker, the incandescent tube type of igniter, or any other suitable device.

Any suitable type of packing ring as shown at ll. Figs. 7 and 9, may be used to keep the piston tight. The valve L is preferably cone-shape, as shown, this shape perinitting c adjustment to take up the wear and also read); ra; 'iov-ai for repair.

it will be aglparent to those skilled in the art that various mechanical embodiments ot thc inventicn are possible and l, therefore,

do not. Wish to be limited to the exact arrangement and construction shown.

hat l claim and desire to secure by Letiers- Patent is 1. ln an internal combustion engine, the combination of a piston, a movable cylinder inclosing the piston, an admission port extending through the vvall of the piston, and a movable device entirely inclosel in the piston, extending transversely through the cylinder and having a port adapted to register with said admission port for controlling said admission port.

ln a double acting internal combustion engine. tbc combination of a piston containing supply and exhaust ports on both sides thercol' and ignitingv devices` a movable cylinder embracing the piston, a valve rotatable on an axis transverse to the axis` of the cylinder tor ci ntroliing said ports. an engine shaft, and means connecting said shaft with said movable cylinder, whereby said shaft is ol'xeratcd.

il. ln an internal combustion engine, the combination ol" a frame, a stationary two faced piston, provided with an internal passage and ports connecting its passage with its opposite faces, means within the piston for controlling the supply and exhaust through these ports, this means consistingr el a tubular valve extending through the pif-ton, a doubhl ended cylinder en'ilnacing the piston and movable with respect thereto, an engine shaft connected up to the movable cylinder, and means Tor operating the tu bular valve From the engine shaft, and igniting means.

4. ln an internal combustion engine, the combination ot' a frame, a stationary two faced piston mounted therein and having admission and exhaust ports in its faces, a rotatable tulplular valve extending through the piston and provided with ports regis- -tering with the ports in the piston faces and adapted to conduct the fuel to the admission ports and to conduct the products of combustion awav l'rom the exhaust ports, an ignitcr in this valve, and a douole ended cylinder inclosing the piston, an engine shaft connected up to this cylinder, and means l'or automatically rotating the valve` In an, intcrnal combustion engine. the combination olI a .stationary two-faced piston, a movable cylinder inclosing and slidable on the piston, an engine s iaft connected up to said movable cylinder, supply and exhaust ports and igniting devices inclosed within the piston, said supply and exhaust ports extending throaoh the end walls thereof, and means for automatically controlling the supply and exhaust ports from said engine shalt.

ti. ln an internal combustion engine, the combination of a frame. a piston mounted stationarily therein and provided with portsV leading to its opposite laces. a double ended cylinder inclosing tin: piston and movable thereon,.an engine shalt connected up to this cylinder, a tubular rotatable valve eX- tending through the piston and provided with ports adapted to connect with the ports leading to the piston faces, this valve being partitioned oli' to torni inlet., outlet, and igniting chambers, an igniter for the igniting chamber, and means for rotating said valve automatically.

T. ln an internal conilnlstimi enUine, the combination of a stationary doub e faced piston, a slidable cylinder inclosing the piston, an engine shal't connected up to said cylinder, supply and exhaust ports located in the piston. and a movable ported reversing valve inclosed in the piston for autoinatically wntrolling the ports,

ln an internal combustion engine, the combination of a statiiinary double faced piston, a slidable cylinder inclosing the piston, an engine shaft connected up to said cylinder` supply and exhaust ports located in the piston, and a reversing valve Bslidably mounted in the pistou for automatically controlling these ports.

9. Yln an internal combustion engine, the combination ot a stationary double faced piston, a slidable cylinder inclosing the piston. an engine shalt connected up to said cylinder, supply and exhaust ports located in the piston, means for automatically controlling these ports, and a slidable multiported tubular reversing valvel also inclosed in the piston and having ports adapted to register With said supply and exhaust ports.

10. In an internal combustion engine, the combination of a trame. a stationary ported piston, a cylinder slidable on the piston, an engine shaft connected up to this cylinder, a tubular valve extending through the piston and having ports adapted to register with ports in the piston, a tubular reversing valve inclosed in said valve and provided With ports adapted to register with the ports in the first mentioned valve, means for automatically operating the first mentioned valve and means for manually operating the reversing valve, and an igniter inclosing within said valve.

11. In an internal combustion engine, the combination of a frame, a stationary twofaced piston mounted therein and having admission and exhaust ports in its faces, a rotatable tubular conical valve extending through the piston and provided with ports registering with the ports in the piston faces and adapted to conduct the fuel to the admission ports and to conduct the products of combustion away from the exhaust ports, an igniter in this valve, and a double ended cylinder inclosing the pieton, an engine shaft connected up to this cylinder, and means for automatically rotating the valve.

12. In an internal combustion engine, the combination of a stationary two-faced piston, a movable cylinder inclosing and slidable on the piston and consisting of tvvo cylindrical -sections joined together transversely at the middle of the cylinder, an engine shaft connected up to said movable cylinder, supply and exhaust ports extending through the Walls of the piston and cylinder, and igniting devices inelosed Within the piston, and means for automatically controlling these devices and ports.

13. In combination with a frame, a double faced piston provided with radial lugs stationarily mounted therein, a double engine cylinder inclosing and slidahle on the piston, an engine shaft connected up to said cylinder, and a tubular supply and exhaust valve extending through said lugs and the piston, and an igniter.

14. In an internal combustion engine, the combination of a frame, a stationary piston secured thereto, a cylinder inclosing and co` operating with said piston, and a tubular supply and exhaust valve extending transversely through said piston, and means for automatically operating the same.

15. In an internal combustion engine, the combination of a frame, a stationary piston secured thereto, a cylinder inclosing and cooperating with said piston, a tubular supply and exhaust valve extending transversely through said piston, means for automatically operating the same, and an igniter inclosed within the tubular valve.

16. In an internal conioustion engine, the combination of a frame, a piston, a cylinder inclosing and eoperating with said piston, a tubular supply and exhaust valve extending transversely through said piston, means for operating said valve, and an igniter inclosed Within said valve.

17. In an internal combustion engine, the combination of a piston, a slidable cylinder inclosing the piston, supply and exhaust ports located Within the piston, means for controlling said ports, and a slidahle, multiported, tubular reversing valve inclosed in the piston.

In testimony whereof, I have signed my name to this specification 1n the presence of 4two subscribing witnesses.

JAMES WALLACE TYGARD. 

